Carbureter.



PATENTED AUG. 16, 1904.

G. M. RITCHIE. GARBURETER.

APPLICATION FILED MAY 4. 1903.

N0 MODEL.

" Inve nior Ge zrgc M. .Riichic.

UNITED STAT S Patented August 16, 1904.

PATENT OFFICE.

GEORGE M. RITCHIE, OF ARDMORE, PENNSYLVANIA, ASSIGNOR OF ONE- HALF TO JOHN O. SPEIRS, OF ARDMORE, PENNSYLVANIA.

CARBURETER.

SPECIFICATION forming part of Letters Patent N0. 767,716, dated August 16, 1904.

Application filed May 4, 1903. Serial No. 155,479. (No model.)

To (all whom it Weary concern.-

Be it known that I, Gnonen M. RITCHIE, of Ardmore, in the county of Montgomery and State of Pennsylvania, have invented certain new and useful Improvements in Oarbureters, of which the following is a specification.

This invention relates to carbureters for explosion-engines, and has among its objects the following: first, in a throttling-carbureter or one in which the charge of mixed air and hydrocarbon vapor is subject to throttling in its passage to the engine to preserve an elficient mixture at all the stages of throttling by maintaining as near as possible a constant proportion of the air and vapor; second, to improve and-simplify the throttling means, and, third, to furnish an absolute adjustment of the mixture for varying atmospheric conditions and changes caused by wear and usage in the carbureter without varying the position of the float.

The invention also has for its object to improve the general construction of the carbureter, as will more fully appear.

Of the accompanying drawings, Figure 1 represents a side elevation of a carbureter constructed according to my invention. Fig. 2 represents a vertical sectional view thereof through the float and mixing chambers. Fig. 3 represents a section at right angles to Fig. 2 of the upper part of the mixing-chamber, showing the throttling-valve in a nearly-closed position. Fig. 4 represents a similar view with the valve open. Fig. 5 represents a top plan View. Fig. 6 represents a section on line 6 6 of Fig. 2. Fig. 7 represents a detail perspective view of the throttling and mixtureadjusting. valve or sleeve. Fig. 8 represents a similar view of the fixed sleeve on which said valve slides. Fig. 9 represents a detail sectional view of the fuel-valve and its stem, represented on an enlarged scale.

The same reference characters indicate the same parts in all the figures.

In the drawings, 10 is the float-chamber, containing a float 11, whose vertical movements are guided by a stem 12, sliding in a guide 13 in the cap of the chamber. Liquid hydrocarbon fluid is supplied to the bottom of said chamber through a pipe 14, and at 15 there is 5 a valve-seat controlled by an upwardly-closing valve 16, having a spheral or sphere like seating portion and attached to a valvestem 17, which has a loose joint at 18 with the float-stem 12, capable of a limited universal 5 5 movement, so that the valve may always accurately seat itself in the various positions of the float.

19 is a cylinder which may be generally termed the carbureting or mixing cham- 60 her, attached to the chamber 10 and having an air-inlet 20 at its lower end. An elbowpipe containing a fuel-duct 21 leads from the float-chamber 10 into a small chamber 22, having fuel-outlets 23, drilled in a cap or vap- 5 orizing-nozzle 24, made in the form of an internally-threaded thimble which screws on the externally-threaded fuel-conduit. The thimble or cap 24 has a screw-driver slot 25 for the rotation and vertical adjustment of said 7 cap, as more fully hereinafter described.

Surrounding the chamber 22 are a series of vertical ports or air-passages 26, formed in the lower end of a fixed sleeve 27, whose interior constitutes the immediate mixing or carbureting chamber. This sleeve has large openings 28 in its sides opposite and above the fuel-outlets 23, said openings covering the vertical range of movement of a sliding sleeve-shapedthrottling-valve29. This valve is provided with a stem 30, having suitable connections that impart to it its vertical movements, and the upper edge of the valve throttles the air and vapor mixture, which passes upwardly through the valve over its 5 upper edge and laterally through the outlet branches 31 of the carbureter-casing. These branches are shown as two in number for two cylinders; but the number may be varied. The valve 29 slides within a fixed guide 32, 9 surrounded by aheating-chamber 33.

In the lower part of the valve 29 are ports or openings 34, coinciding with the openings 28 and roofed by deflecting-hoods 35, which have a close sliding fit against the walls of the outer cylinder or chamber 19.

The primary mode of operation of floatfeed carbureters of this kind is well known.

The float 11, through the control exercised by valve 16, automatically maintains a level of fuel in the chamber 22 just below the outlets 28, and the air in passing these outlets through the suction of the engine entrains the fuelvapor, and the two pass as a mixture to the cylinder or cylinders of the engine. In respect to the arrangement which I have adopted for the valve 16 in relation to the float 11 the following advantages are to be noted: First, the valve closes with the flow of the fuel, and should the moving parts stick when the carbureter is dry or from other cause the pressure of the fuel helps to close the valve and avoid flooding of the carbureter; second, the universal joint 18 insures accurate seat- In respect to the arrangethere is a primary air-supply passing the fuel-orifices 23 from the openings 26 and constant in its position with respect to the out- There is a secondary air supply through openings 34, which is deflected inwardly by the hoods 35 across the fuel-oriflees/ The construction embodying an opening arid hood, as described, constitutes an airstreamldirector. According to the distance of the openings 34 above the fuel-oriflces 23 this secondary air will have greater or less power to entrain fuel. When the valve 29 is elevated, it throttles the passage of the mixture through the outlet branches 21 and at the same time elevates the openings 84 and diminishes the vaporentraining power of the secondary air streams.

The reverse or downward movement of the throttling-valve decreases the throttling of the mixture and increases the vapor-entraining power of the secondary air. The result of this construction is that the actual proportion of air and fuel-vapor in the mixture which passes to the engine remains practically constant or at least at its most eflicient point for all conditions of throttling or absence of throttling. This will be apparent when it has been explained that heretofore when the mixture-passage was throttled down in carbureters the mixture has become too richthat is, with an excess ratio of fuelvaporand consequently uncertainty of explosion and loss of economy have resulted.

By removing a cap 36 at the top of the car bureter-casing a screw-driver may be inserted into connection with the slot 25 in cap 24. and the latter rotated, and thereby adjusted vertically. This changes its absolute position with respect to the air-supplying passages and with respect to the fuel-level established by the float-valve and varies the proportions of air and fuel in the mixture to accord with changes in the atmospheric condltions or in the carbureter without requlrmg an ad ustment of the float or its connections.

I claim 1. In a constant-level carbureter for explosion-engines, a vaporizing-nozzle, an automatic level-controlling device therefor, a normally stationary device having an air-port in vapor-entraining relation to said nozzle, said device having a shifting adjustment whereby it varies the distance from said nozzle of the air-stream directed by said port, and having an outside-extending connection for effecting such adjustment.

2. In a carbureter for explosion-engines, a vaporizing-nozzle, an air-inlet, a passage for the air and vapor mixture, and a device having an air-stream director and throttling means and movable to simultaneously vary the position of said director with respect to said nozzle and throttle said passage.

8. In a carbureter for explosion-engines, a vaporizing-nozzle, an air-inlet, a passage for the air and vapor mixture, an air-stream director cooperating with the nozzle, means for throttling said passage, and a connection between said director and means wherebythe passage-constricting movement of said means accompanies a recession of the director from said nozzle.

4. In a carbureter for explosion-engines, a vaporizing-nozzle, an adjustable hollow sleeve provided with an air-stream director for said nozzle and through whose interior the air and vapor mixture passes, and a mixture-passage throttled by said sleeve.

5. In a carbureter for explosion-engines, a vaporizing nozzle, an air stream director therefor, mixture-throttling means, a connection between said director and said means for producing a common movement thereof, and an outside-extending connection for adjusting said director and means at the will of the operator.

6. In a carbureter for explosion-engines, a vaporizing-nozzle, a mixing-chamber beyond said nozzle, primary and secondary air-inlets to said chamber,one of which is shiftable with relation to said nozzle, a throttle for the outlet of said chamber, and connections between said throttle and the shiftable air-inlet for moving the two in common.

In testimony whereof I have aflixed my signature in presence of two witnesses.

GEORGE M. RITCHIE.

Witnesses:

THEO. H. MGALLA, GEO. F. BROWN. 

